Alternators and improvements to rotary internal combustion engines

ABSTRACT

The present invention provides improved alternators for use alone or in combination with, for example, rotary internal combustion engines wherein the alternators are characterised by absence of moveable bearings or mountability to existing driving shafts by use of an aligning plate and through passage through the rotor of the alternator to mount to the driving shaft. The alternators may be further characterised by plural rotors on the rotor driving shaft. The rotary internal combustion engines of the present invention are characterised by fixed size combustion chambers formed of radial recesses around a rotor amongst other features.

FIELD OF THE INVENTION

In one aspect the present invention relates to alternators whether withrectification, to provide direct current, or unrectified which may beused for example, in conjunction with rotary internal combustionengines. In another aspect the present invention relates to improvementsto rotary internal combustion engines.

BACKGROUND TO THE INVENTION

(A) Alternators

The alternator has its origins dating back as far as 1831 when MichaelFaraday first performed experiments involving passing a magnet back andforth within a coil of wire to generate electrical current within thecoil circuit by electromagnetic induction. Over the many years sincethen a multitude of alternator designs have been developed for a rangeof different applications. Nevertheless, the basic design of thealternator has not changed substantially. The wiring configuration ofthe coil around the stator may take a number of different forms and therotor may have any number of magnetic poles and varying shapes but isnevertheless consistently assembled as a substantially integral unitwith the drive shaft. The positioning of the rotor drive shaft withinthe alternator housing is fixed and defined by moving bearings such asball bearings or needle or cased bearings that support the drive shafton each side of the rotor within the alternator housing.

During development of a new and improved type of rotary engine, thesubstantial limitations of conventional alternator assembly becameapparent. Not only can the conventional alternator assemblies not bedisassembled with optimal ease and not only are they vulnerable to wearof the movable bearing components and associated parts but their overallconstruction delimited by the moveable bearings severely restricts theability of the alternator unit to have anything other than a singlerotor mounted to the alternator's drive shaft These unaddressedlimitations of existing alternator design may even have been partlyresponsible for the motor industry's failure to overcome the lowefficiency of alternator re-charging of car batteries that has hampereddevelopment of viable electrically powered vehicles.

(B) Rotary Internal Combustion Engine

It is widely appreciated that the conventional reciprocating pistoninternal combustion engine is an inefficient system. Despite the factthat they constitute by far the greatest majority of all present-daymotor vehicle engines their efficiency is often rated to be as low as 20to 25% in converting the fuel energy into work. This is in part due tothe fact that in the four stroke cycle, only one of the four strokesdelivers power, the remaining strokes for fuel intake, compression andexhaust of the combusted fuel do not deliver power. The firing of theother cylinders of the engine and momentum of the flywheel are necessaryto keep the individual pistons moving during the other three strokes.

Beyond efficiency, further concerns are the cost, weight and complexityof the engine assembly and rate of wear of components and alsosubsidiary issues such as the extent of emission of environmentalpollutants.

Whereas a number of different approaches to engine design have beeninvestigated over the years, little has been published on designs ofrotary internal combustion engines other than the famous Wankel engineinvented in 1959 by German engineer Felix Wankel. The Wankel engine isbased upon the use of a rotor mounted on a shaft to rotate within ahousing, the rotor being adapted to sweep out an epitrochoidal orhypertrochoidal volume within the housing in order firstly to induct afuel/air mixture into the housing to fill a combustion chamber betweenthe rotor and the housing inner wall and to then compress it beforecombustion and the consequent movement of the rotor by the expandinggases to a position at which the combustion products are exhausted.

This design of rotary engine is apparently the only design that has hadany substantial form of commercial acceptance. Nevertheless it is usedin only a limited number of production cars and has been criticised forits relatively poor balance between fuel economy, performance and costof manufacture.

The potential for rotary engine designs to improve on some or all ofthese characteristics and to better the conventional piston-basedengines has not previously been fully realised and greater simplicityand efficiency may be achieved than heretofore.

SUMMARY OF THE INVENTION

(A) Alternators

According to a first aspect of the present invention there is providedan alternator comprising a housing accommodating, a rotor and a stator,and, in use, a drive shaft for the rotor, which alternator has nomoveable bearings within the housing supporting the drive shaft for therotor.

Preferably the alternator has no bearings at all within the housing forsupporting the drive shaft. This is most especially appropriate wherethe alternator is to be mounted to an existing drive shaft of, forexample, an internal combustion engine.

Particularly suitably, the alternator has a rigid aligning platearranged to centre the housing and stator rigidly over the drive shaft.A plurality of long bolts is suitably further provided to rigidly boltthe housing and stator to the rigid aligning plate.

Preferably, the rigid aligning plate has a convex profile, suitablyarching toward the front of the alternator, to enhance its strength andthe rigidity, which it imparts to the alternator assembly.

The alternator housing suitably comprises a casing comprising a frontcasing part and a rear casing part and the stator is sandwiched betweenthe front casing part and the rear casing part forming a substantiallyrigid box structure around the drive shaft.

Preferably the rigid aligning plate is secured to the rear external faceof the rear casing part.

Preferably, the alternator is without an integral drive shaft for therotor, the alternator having a passageway therethrough, includingthrough the rotor, to mount onto an existing drive shaft. Such existingdrive shaft is suitably integral with or coupled to a motor such as, forexample, the internal combustion engine of a car or other vehicle andthe alternator housing is suitably adapted to be bolted to a rigidstructure or housing from which the existing drive shaft protrudes andby means of which the alternator is centered over the drive shaft. Inprinciple, the motor may be any supplier of motive force and could, forexample, be a wind-driven propeller or water-driven impeller or theengine of a large or small powered appliance of any type.

The alternator suitably has a plurality of rotors within the alternatorhousing which are mounted, in use, at spaced intervals along the driveshaft. Suitably the housing of the alternator has a respective spacerelement/plate to separate each rotor and/or stator from each adjacentrotor and/or stator. By having plural rotors and suitably also pluralstators, the alternator has a much higher power output potential for thesingle drive shaft and for a minimal alternator size and weight.

In an alternative embodiment, the alternator may have an integrallyassembled rotor drive shaft without moveable bearings supporting thedrive shaft. Suitably the drive shaft is supported substantially whollyby a terminal bearing at one end of the shaft which is mounted to therigid aligning plate. This embodiment is particularly suitable for useas a manually cranked charging device. For this purpose it may beprovided with a crank handle.

Preferably, the device further has one or more charge storage devicesaccommodated within the alternator housing or an extension or adjunctthereto. Suitably the charge storage devices comprise battery cells. Thebattery cells are suitably further augmented by capacitors to provideoptimal rapid controlled release of the charge.

In a further aspect of the present invention there is provided acharging device which comprises an alternator having a housing, a rotoror rotor assembly and a stator or stator assembly and a drive shaft forthe rotor and further having a crank handle mounted to the drive shaftfor the rotor whereby the drive shaft may be manually rotated(preferably through a turns-ration gearbox) in order to generate analternating current. This device is preferably further provided with oneor more charge storage means and particularly preferably has one or morebattery cells accommodated within the housing suitably together with oneor more capacitors for controlled discharge of the stored charge.

This hand cranked charging device may have a multitude of differentapplications including not only charging of car batteries or jumpstarting of car engines, but also applications such as powering ofmedical cardiac resuscitation units or even pacemakers. This device ofthe present invention may prove invaluable in emergency situations wherethe level of charge status of the existing battery powered equipmentcannot be relied upon.

(B) Rotary Internal Combustion Engines

According to a first aspect of this invention there is provided animproved rotary internal combustion engine, which engine comprises: ahousing; a rotor mounted on a rotary power output shaft, the shaft androtor being mounted within the housing, the rotor having at least onerecess defined in or on a radially outer face thereof outermost from theshaft, which recess is enclosed by the housing to define a substantiallyfixed size combustion chamber that does not vary as the rotor rotates,the housing further having an inlet port to supply compressed air to thecombustion chamber and an exhaust port for removal of combustionproducts from the combustion chamber.

In contrast to the conventional Wankel and other rotary internalcombustion engine designs, the volume defined within the combustionchamber throughout the rotary cycle of the engine remains substantiallyconstant since it is not relied upon to perform the compression step ofthe combustion cycle. Instead, the air is supplied into the enginepre-compressed to substantially the required compression level.

In the preferred embodiment the rotor has a substantially circularcylindrical form and is particularly preferably a substantially circulardisc. The recess, and preferably there are several of them spaced atregular intervals around the rotor, is preferably formed in the radiallyouter face of the rotor during casting of the rotor. Alternatively itmay be milled out, or part cast and then milled out, from the radiallyouter surface of the rotor most notably for high performance engines.

Preferably that part of the housing which substantially concentricallyencircles the rotor to enclose the or each recess is a discretely formedannulus, or sleeve.

This housing annulus is preferably a uniform single piece metal/alloycasting in which are provided the fuel and air inlet and exhaust ports.

The air inlet port for the compressed air preferably incorporates, inuse, a combined compressed air/fuel injector nozzle.

Preferably the or each recess of the rotor has a venturi throat.

The lateral profile of the or each recess is preferably substantially achord of a circle for a first part of its length and transitions to bendradially outwardly to provide a stop wall, functioning as a vane forturning of the rotor.

For optimal strength, integrity and weight reduction the rotor ispreferably integrally formed with the shaft.

Particularly preferably, the engine has operably mounted to the rotordrive shaft an alternator/generator rotor to provide electricity thatmay be used to power the compressor pump for the supply of compressedair, for example. The stator of the alternator/generator is preferablysecured directly or indirectly to the engine housing. Other inventiveaspects of the present invention may include a rotor, a housing annulusand an alternator/generator all suitable for use in the mannerdescribed. Further benefits and inventive features of the presentdisclosure will become apparent from the following description.

BRIEF DESCRIPTION OF THE DRAWINGS

(A) Alternators

Two preferred embodiments of the present invention will now be moreparticularly described, by way of example, with reference to theaccompanying drawings, wherein:

FIG. 1 is a transverse sectional view of the first preferred embodimentof alternator mounted on to the drive shaft of an engine;

FIG. 2 is a view of the components of the alternator separated toillustrate their assembly;

FIG. 3 is a transverse sectional view of the second preferred embodimentof alternator adapted as a stand alone unit for manual operation;

FIG. 4 is a view of me components of the second embodiment separatedfrom each other; and

FIGS. 5 and 6 are respectively front and rear elevation views of thesecond preferred embodiment;

FIGS. 7 a-7 d are simple schematic diagrams of configurations ofalternator comprising multiple rotor and single stator or multiple rotorand multiple stator assemblies;

FIGS. 8 a-8 g are simple schematic diagrams of alternative variants ofrotor;

FIGS. 9 a-9 d are simple schematic diagrams illustrating the location ofthe different rotor configurations relative to the driving shaft;

FIGS. 10 a-10 b demonstrate the positioning of multiple rotor, multiplestator configurations where the driving shaft is coupled to anothershaft and

FIGS. 11 a and 11 b illustrate schematically a configuration of assemblywhere the alternator is mounted on its own shaft and supported by abearing aligning plate.

(B) Rotary Internal Combustion Engines

A preferred embodiment of the present invention will now be moreparticularly described, by way of example, with reference to theaccompanying drawings, wherein:

FIG. B1 is a schematic transverse sectional view of an assembled rotaryinternal combustion engine embodying the invention;

FIG. B2 is a top plan view of an upper half of the housing/casing of theFIG. B1 embodiment and FIGS. B3 and B4 are, respectively, a sideelevation view and a plan view from beneath of the upper half of thecasing;

FIGS. B5, B6 and B7 are, respectively, a plan view from beneath of thelower half of the casing and a side elevation and top plan view of thesame;

FIGS. B8, B9 and B10 are, respectively, a schematic isometric view, anend elevation view and a side elevation view of a rotor of theinvention;

FIGS. B11A-C are isometric scrap views of seals for use in sealing thecombustion chamber;

FIG. B12 is an end elevation view of the rotor taken from the right handend in FIG. B10;

FIG. B13 is an end elevation view of the housing annulus;

FIG. B14 is a top plan view of the lower casing/housing half and withthe rotor in place but shown schematically;

FIG. B15 is an isometric view of the housing annulus of FIG. 13;

FIG. B16 is a transverse sectional view of an alternator/generatormodule which may be assembled onto the rotor as illustrated in FIG. B1to generate electricity to power the external air compressor;

FIG. B17 is a view of the components of the alternator/generator apartto illustrate their assembly;

and FIGS. B18, B19 and B20 are, respectively, an end elevation view ofthe assembled engine housing from a first end, from one side and fromthe other end.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

(A) Alternators

Referring firstly to the embodiment of FIGS. 1 and 2, this embodiment ofthe invention is adapted to be retrofitted onto a drive shaft 1extending from and powered by an engine. The drive shaft 1 may suitablybe directly coupled to the engine and projecting from the engine casing.The alternator mounts concentrically over the drive shaft 1 and isbolted to the engine casing 2.

The alternator comprises, in sequence from the front as illustrated: afront casing portion/plate 3 of the alternator housing; the stator 4;the rotor 5 having a hollow bore 5 b to mount directly onto the enginedrive shaft 1; a brush holder plate/diode plate 6; a rear body platerear casing part 7 carrying the diode plate (b) and regulator 8 andmultiplug for the generated electrical supply; and a rigid rear aligningplate 9; the whole assembly being fastened together by long bolts 10.

The rigid rear aligning plate 9 provides the backbone for the assembly.It has a forwardly arching convex profile for added strength andrigidity. The front casing portion, or front casing plate, 3 and therear aligning plate 9 each have an upstanding circumferential wall 3 a,9 a, respectively which face towards each other and which sandwich thestator 4 and rear body plate, or casing portion 7 between them andcollectively forming a rigid cylindrical box structure.

The bolts 10 extend through respective apertures in circumferentialradially spaced apart turrets on each of the front casing plate 3,stator 4, rear body plate 7 and into the rear aligning plate 9 to givethe assembled unit structural integrity. The rear aligning plate 9 is,In turn, secured by bolts 11 with spring washers to the engine casing 2in a rigidly supportive manner, holding the alternator housing in afixed concentric position around the drive shaft 1.

As will be seen, there are no moving bearings surrounding the driveshaft 1. This is in marked contrast to conventional alternatorconstruction which generally entails provision of ballbearings or othermoving bearings such as cased or needle bearings between the rotor driveshaft and alternator housing to support and maintain the concentricityof the rotor drive shaft. In this first preferred embodiment there is noneed for any form of bearing between the drive shaft 1 and thealternator housing comprising the components 3, 4 and 7. The onlynecessary contact is between the brushes 18 on the brush holder anddiode plate 6 and the collector rings commutators on the rotor 5.

Partly as a result of there being no moving bearings required within thehousing but also as a result of the rotors 5 being formed with acontinuous through passage through their width to mount onto a driveshaft to enable them to be mounted positioned at any of a number ofchosen locations along the drive shaft there is, furthermore, littlesubstantive limitation on the number of rotors 5 that may be mountedonto the drive shaft 1 within the alternator housing. A number of suchrotors 5 may be positioned along the drive shaft 1 at spaced intervals,suitably separated by spacer plates 24 (see FIGS. 7 to 11). The spacerplates 24 may have a form or dimensions similar to the rear body plate7, for example, and serve to isolate each rotor 5 and stator 4 from eachadjacent rotor 5 and stator 4. In such arrangement the front casingplate 3 may be strengthened like the rear aligning plate 9 by alteringits shape to be similar to that of the rear aligning plate 9 or byaugmenting it with a further plate. Furthermore, the diode and regulator8 and multiplug and any other electrical processing components aresuitably repositioned to an end plate and may be located on acircumferential outer surface of the plate.

Referring to FIGS. 7 a-d, in the first of these the rotor 5 is formed ofa pair of rotors 5 a, 5 b secured together and rotating within a commonstator 4. In FIG. 7 b there is not just one pair of rotors 6 a, 5 b withassociated stator 4 but also a further pair of rotors 5 a, 5 b andstator 4 in series with the first one and spaced from it by a spacerplate 24.

FIG. 7 c is similar to the configuration of FIG. 7 b but having fourrotors 5 a-d back to back within each stator 4. The rotor windings aresuitably soldered together in passageways through the rotor farmers.

In FIG. 7 d the configuration is similar to the configuration of FIG. 7c but with a single rotor associated with each stator.

FIGS. 8 a to 8 g show different variants of rotor. The first of thesehas a tubular extension 25 bearing commutator 26 provided on one side ofthe rotor 5 only. A tubular extension bearing commutator may,alternatively, be provided extending in each direction from a respectiveone of a pair of back to back rotors as in FIG. 8 b.

The rotor may alternatively, as in FIG. 8 d, have a tubular projectionfrom each face of the rotor but need only have a commutator 26 on one ofthe projections. In the rotor of FIG. 8 g there is no projection withcommutator. A commutator may be provided separately.

Where twin rotors are provided these suitably comprise two single rotorsscrewed together and of which the commutators are soldered togetherthrough the respective former winding blocks.

To assist mounting of any additional front plate to the front of thefront casing plate 3, which may be used, for example, to carry apointless ignition unit for a car engine or for strengthening, the longbolts 10 suitably have heads with threaded sockets to receive furtherbolts.

Turning now to the second of the two illustrated embodiments, as shownin FIGS. 3 to 6, this comprises a completely self-contained alternatorunit. Here the alternator unit has its own rotor drive shaft 12. Thisalternator, furthermore, has its own charge storage units/batteries 13built into the alternator housing to make the device wholly independentand suitable for use, for example, as a manually re-chargeable powersupply for jump starting a car where the car's battery is flat or forpowering a cardiac resuscitation unit.

The general configuration of the components is substantially the same asfor the first preferred embodiment and like parts carry like numbering.

The most notably differently shaped common component is the rearaligning plate 9′ which, in its rear face, is flatter than the rearcasing plate 9 of the first embodiment since it does not need to conformto the shape of a fixed structure for mounting. Instead, the relativelyflat rear casing plate 9′ of the second preferred embodiment is enclosedon its rear face by a covering plate 14 which, as illustrated in FIG. 6,is suitably provided with the respective positive and negative outputelectrodes with crocodile clips housed in pockets on the rear face ofthe unit. This cover 14 may also suitably accommodate further electricalcircuitry including capacitors etc.

The front face of the unit is provided with a front cover 15 that boltsto the front casing plate 3 by short bolts that screw into the threadedheads of the long bolts 11. The front cover suitably further has sidewalls which extend therefrom to surround the componentry of thealternator and serve to extend the housing laterally to house thebattery cells 13 and any other desired processing circuitry.

The rotor drive shaft 12, is pinned to the rotor 5 and is supportedwithin the alternator housing substantially solely by a terminal supportbearing 16 at the rear end of the shaft 12. This bearing 16 has acup-shape and is suitably lined with gauze or other low friction liningwith oil lubricant. The bearing 16 is a static bearing and because ofits terminal positioning allows for the possibility of mounting aplurality of rotors 5 onto the drive shaft 12.

Rigid holding of the drive shaft 12 is assisted by the rear body plate 7pressing down against the outer rim 21 of the cup-shaped bearing 16.Indeed, as will be seen from FIG. 3, the central aperture of the rearbody plate 7 through which the shaft 12 extends has a stepped bore rim22 which accommodates the outer rim of the bearing.

As with the first preferred embodiment, the rotor 5 has a hollow borethrough which the drive shaft 12 extends. It may be held to the shaft 12to rotate therewith either by a tight friction fit or by longitudinalsplints along the outer circumference of the drive shaft 12 or, indeed,by use of pins 17 or screws.

Further in contrast to the first preferred embodiment, the drive shaft12 is adapted to be rotated manually by use of a crank handle 20. Aguide annulus 23 is provided in the front casing plate 3 through whichthe drive shaft 12 passes and which assists centering of the shaft 12.

Operation of the handle 20, suitably through a turns-ratio gearbox (notshown) enables generation of a current that may be fed directly to anelectrically powered appliance, possibly via intermediacy of one or morecapacitors. Electronic componentry including switch circuitry issuitably provided to enable selection between different modes ofoperation. For many purposes the ability to store high levels of chargein the in-built battery cells may be the most important facility. Highefficiency batteries such as gel batteries are preferred.

This facility enables use of the device to power a portable cardiacresuscitation unit, for example. The performance of the unit may, forthis and other purposes, be further enhanced by incorporating suitablegearing which may most conveniently be mounted to the front end of thedevice—perhaps in a casing that is mounted to the front body casing 3. Astep-up transformer is suitably also incorporated into the device.Although it is particularly preferred to configure the device to havemultiple rotors and stators within the alternator housing it isalternatively possible to use multiple separately housed alternatorstogether mounted in series to a common drive shaft.

The device of the first embodiment of the present invention when used inseries can efficiently re-charge a car battery from one alternator whiledirectly powering an electric car motor.

The system may lessen the need for large numbers of batteries and leadto electric powered vehicles becoming truly viable. This may apply notonly to cars but potentially also to other vehicles such as electricallypowered aircraft, for example.

The benefits of the present invention may be realised in powering orcharging a wide variety of vehicles or appliances.

(B) Rotary Internal Combustion Engines

Referring firstly to FIG. B1, this overview of the internal combustionrotary engine encased in its housing 5 illustrates the engine's rotor 1in section as comprising a circular disc with a drive shaft 2 integrallyformed with the rotor 1, the drive shafts axis extending substantiallycentrally through the rotor 1.

The rotor 1 is formed as a single casting from a suitable metal or alloyto have the substantially circular disc shape and with substantiallyaxially central projections extending perpendicular from each opposingside to definine the shaft 2. The drive shaft 2 is to be coupled to thedrive shaft of the motor vehicle or other load directly, by gearing orany other suitable means.

In contrast to conventional piston engines, the rotor 1 with itsintegral shaft 2 is substantially the only moving part of the engine.There is no need for a crank shaft to convert reciprocating motion torotary motion since the motion of the primary motive component of theengine is rotational from the outset.

In contrast to conventional rotary engines, which generally have convexradially outer faces, the rotor 1 has one or a plurality of recesses 3a-d formed or otherwise defined in its radially outer face(s), outermostfrom the shaft 2 (see FIGS. B8 to B10).

The radially outer faces may alternatively be described as thecylindrical outer face of the rotor 1.

Where the recesses 3 a-d are formed in the process of casting the rotor1 they may be subsequently further machined to provide an accuratelydefined profile.

As can be seen in FIGS. B8 to B10 the preferred side profile of eachrecess 3 a-d takes the form substantially of a cord of the circularshape of the rotor 1 for two thirds of the recess length approximatelybut upturning towards its end. This upturn forms a stop wall 7 for theexpanding combustion gases within the combustion chamber defined by therecess 3 a-d whereby this part of the rotor 1 acts as a vane of therotor 1 to propell the rotor 1 in forward rotation. Furthermore, whenviewed in plan each recess 3 a-d has a narrow waist or throat 8,part-way along its length, (see FIG. B10) whereby the recess has aVenturi channeling effect to accelerate injected fuel and compressed airtowards the stopwall 7.

The limits of each recess 3 a-d are bounded by suitable sealing members4, to seal against the housing 5 to thereby define the discrete gastight combustion chambers. That part of the housing 5 which encirclesthe rotor 1 circumference and encloses the combustion chambers/recesses3 a-d is a discretely formed annular component or sleeve, referred toherein as housing annulus 6.

The housing annulus 6 is formed as a uniform single piece metal/alloycasting in order to maintain uniform seal integrity and rotationalfreedom of movement as the seals 4 sweep around the annulus 6.

The housing annulus 6 incorporates around its circumference an aperturefor each of: an oil injector 10 for lubrication of the outside of therotor 1; a combined compressed air-fuel mixture injection nozel 11; aplatinum electrode spark plug 12; and the exhaust 13 leading to exhaustpipe 33 in the lower casing half 5 b.

The oil injector 10, air-fuel nozel 11 and spark plug 12 are all mountedin an injection support block 16 on the upper casing half 5 a.

A further aperture in the housing annulus 6 is an oil outlet 14associated with a magnetic oil filter.

The supply of oil for the engine is circulated through channels 31 a inthe upper casing half and down through to channels 31 b in the lowercasing half before passing through the oil outlet 14. These oil channels31 a, b lubricate the shell bearings 17 for the rotor shaft 2 while oilfrom the oil injector 10 lubricates the rotor 1 itself.

Cooling of the engine is preferably by virtue of a fan-driven aircooling system. The engine casing upper and lower halves 5 a, b areprovided with cooling fins 32.

The electrical power for the air cooling fan and for the air compressorto supply the compressed air for the engine's operation is suitablyprimarily generated by an alternator/generator module 29 that isdirectly coupled to and driven by the rotor drive shaft 2.

This alternator/generator module 29 is illustrated on the left hand sideof FIG. B1 and again in FIG. B16. It comprises a casing that is fasteneddirectly to the upper and lower housing/casing halves 5 a,b of theengine and with the alternator/generator's rotor 23 mounted directlyover the engine rotor's drive shaft 2. As illustrated, that part of theengine rotor drive shaft 2 that supports the alternator/generator rotor23 is an extension portion 2 b that also serves as a timing rod forsynchronising the engine's timing mechanism 30. Depending upon thelength of this extension 2 b any number of alternator/generators 29 maybe coupled to the engine and driven by it In FIGS. B16 and B17 theprimary components of the alternator/generator module 29 are the modulefront casing plate 20, the stator 21, the alternator/generator rotor 22having a shaft 23 with a hollow bore to mount directly over the enginedrive shaft extension 2 b, a brush holder plate 24, a rear body plate 25carrying a diode and rectifier 26 for the generated electrical supply,and a module rear casing plate 27, with the whole assembly beingfastened together by long bolts 28.

This structure effectively enables the alternator/generator rotor 22 tobe supported by the engine drive shaft 2 in a floating manner.

Operation of the Engine

A starter motor (not shown) turns the flywheel 9 in a clockwisedirection. All injection timing and ignition timing are made at thetiming point 30 in conjunction with a controller system box.

A fine mist of synthetic oil is injected onto the four rotor seals 4 inconjunction with one revolution of the rotor 1 in the housing 5 duringstart up, the oil being metered in accordance with the engine power output. Oil is fed to the end shell bearings 17 of the engine housing 5, bypumping oil through channels 31 a in the bore cases to holes in the endcaps 18 through the shells 17 to the bearing faces. There are alsochannels 31 b leading away from the bearings to the magnetic oil filter14 and so back into the oil return system.

When a rotor seal 4 has reached top dead center, this is directlybeneath the oil injector 10, the oil injector 10 is sealed off. The twinfuel/high compression air injector 11, injects fuel and air into thecombustion chamber recess 3 a.

As soon as the fuel/air injector 11 has injected the fuel into thecombustion chamber 3 a and while the rotor 2 is still rotating in aclockwise direction, the trailing seal 4 of the first combustion chamber3 a has passed beneath the fuel/air injector 11, sealing it off, thenthe platinum electrode spark plug 12 ignites the mixture. The expandinggas moves away from the ignition point and acelerates through theventuri throat 8 into the bowl part at the end of the combustion chamberimpacting against the stopwall 7 and driving the rotor 1 forward anddown in a rotational path.

This process is repeated as the next chamber 3 b comes into alignmentand its trailing seal 4 reaches top dead center and for all subsequentsteps. This is all happening while the piston structure is stillrotating in a clockwise direction.

As the rotor 1 rotates past the open oval exhaust port 13 the spentgases with some of the oil will escape from the combustion chamber 3 a-dinto the exhaust pipe 33. In the illustrated “4-step” engine, everyquarter turn of the rotor 1 initiates a new firing cycle, or “step”.

Every cycle (step) results in a power step driving the piston structureforward and down in rotation, each step is directly behind the last.

This type of engine should be able to run on more than one type of fuel.(Town gas, Methane, Methyl Alcohol, Petrol, Petrol Ethanol, Ethanol,Gasohol, Water).

The spark plug 12 used preferably has one center platinum electrode anda varying number of ground electrodes. Platinum being an inert metal ishighly conductive and resistant to chemical erosion. In the use of thistype of spark plug 12 the platinum electrode will draw Hydrogen from thewater vapor that is produced from the highly compressed air, and inreturn this will produce a more intense bum of fuels in the combustionchamber 3 a-d.

The use of voltage and frequency splitting in the electrical supply tothe spark plug 12 provides that instead of one spark from the centerelectrode to the ground electrodes there could be many. This enhanceshigh yield bum in the combustion chamber.

The alternator/generator module 29, powers the compressor pump for thecompressed air supply and may also be used to run a direct air coolingsystem for the engine and to keep the battery charged.

Suggested Protocol for Assembly of the Engine

Set the lower casing 5 b on a bench. Insert the lower shells 17 into theend bearings (not shown), then oil the shells 17 liberally. Check andclean the studs and their threads (not shown) for the lower bearingcases. Using a special tool screw in the studs into their correspondingbearing blocks (not shown).

Wearing heat protective clothing pre-heat the rotor 2. Then slide therotor seals 4, into their spring tubes 4 b, then slide the completedassemblies into their corresponding slots, In the rotor 1 point up.

Lightly oil the inner part of the annulus 6, using a clean cloth dampedwith dean engine oil. Insert the rotor-shaft 2 (with the help of thespecial compression tool) making sure that the flywheel 9 end is to theleft at the rear of the lower casing half 5 b and the timing rod 2 b isto the right at the front of the lower casing half 5 b. Together theyare lowered into the lower casing 5 b making sure, that the oval hole 13in the sleeve ring lines up with the exhaust hole 13, 33. If correct theannulus and mounting flanges 15 will locate property in the lower casing5 b.

Insert the upper shells 17 into the end bearing caps 18 then liberallyoil the shells 17, and lower the caps into position with thecorresponding lower bearing part of the lower casing 5 b to hold therotor shaft 2. The lower housing 5 b, may for ease of properorientation, be marked with an F for the front and R for the rear. Nowplace their nuts on their studs and tighten them evenly to theirspecified torque settings.

If the torque down was correct then there will be free rotation from therotor 1.

Place the engine's gaskets on their corresponding sides over the hollowsecuring turrets on the lower casing 5 b. These are suitably marked <Lfor left and R> for right, and these markings should be face up.

Fitting the upper case 5 a, make sure the three holes 10,11,12 in thehousing annulus 6 line up with the corresponding holes in the upper case5 a. Lower the upper case 5 a over the housing annulus 6 making sure thetwo halves 5 a, 5 b meet properly.

Do Not Force.

Secure the through bolts from the lower case 5 b “bough ends” of theengine through to the upper 5 a (the bough ends are suitably shaped likehandles) put nuts on and hand tighten. These four through bolts willlater secure the engine mounting plates to the engine.

Secure the oil connectors to and from the end bearings from the oilchannels 31 in the casings 5 a, 5 b. Place the oil seal housing endplates 19 over the upper end bearing caps. These plates 19 only fit oneway for the front or rear.

Turn the engine assembly over and insert the remaining bolts, make sureto use locking fluid, using a “T” bar tighten down in appropriatesequence and then tighten them to their specified torque settings.

Place the engine back into an upright position.

Place the rotor shaft 2 front oil seal gasket on the complete oil sealassembly. Guide the assembly over the protruding rotor-shaft 2, andinsert eight short bolts through the assembly and tighten evenly tospecified torque settings. Repeat the procedure for the rear rotor shaft2 oil seal assembly, these will square up the oil seal housing endplates 19. The correct orientation for the oil seal assemblies aresuitably marked upright (F) for front and (R) for rear.

Align and secure the oil injector 10, the twin fuel and air injector 11and screw the spark plug 12, into the injector block housing unit 16.Connect this housing unit 16 to the top of the engine using a treatedcork gasket, this unit 16 will only secure one way. Insert six shortbolts and tighten them evenly to their specified torque settings.Connect the oil feed to the block oil channels 31 and oil injector 10,connect the fuel feed and air feed to the twin fuel and air injector 11and connect the voltage and frequency splitter to an HT lead which isthen connected to the spark plug 12.

Insert and secure the exhaust manifold/down pipe 33. (This is a onepiece unit). Make sure to use an oval gasket, insert the securing bolts,tighten to their specified settings.

Position and secure the alternator/generator module 29. Secure themodule's rear casing plate 27 onto the engine casing 5 over and in frontof the oil seal housing end plate 19. The module's rear casing plate 27has three or four nuts secured in short hollowed turrets, in a triangleor square arrangement one up two down or two sets in parallel. The rearbody casing 25 of the alternator/generator 29 is then positioned on theturrets making sure to connect up the cable to a multi-plug of themodule 29. The rear body plate 25 houses the multi-plug, regulator 26and brushes and diode plate. The large hollow alternator rotor 22 goeson the front of the engine. Secure the alternator rotor 22 front rotorface to the protruding engine drive-shaft extension/timing shaft 2 b atits predetermined length position, making sure to use locking fluid onthe securing screws.

Note: If the protruding engine rotor drive-shaft 2 is sufficiently longat the front of the engine, then the engine can support more than onealternator/generator module 29.

The stator 21 assembly is positioned and secured over the alternator'srotor 22 and the cables are coupled in the rear body casing plate 25.The module's front casing plate 20 is secured over the assembledalternator/generator assembly with three or four long bolts 28 andspring washers. These long bolts 28 have internally threaded heads. Thelong bolts 28 go through the front casing plate 20, through the statorassembly 21, through the diode plate, through the rear body plate 25 andthen secure to the rear casing plate 27. (The upper surface of the frontcasing plate 20 doubles as the supporting plate for the pointlessignition unit).

Bolt the bell housing support ring in position using eighteen shortbolts and washers, tighten them evenly to their specified settings.

Note: If a rear alternator/generator module 29 is present, one wouldhave to connect the alternator cabling to the bell housing support ringinner face of the cable turret.

Bolt the flywheel 9 onto the protruding end of the rotor drive shaft 2,there is a centre guiding turret to align the flywheel 9, use five boltsto secure the flywheel 9 to the shaft 2. Before tightening put lockingfluid on the short bolts, tighten hand tight then tighten them evenly totheir specified torque settings. Torque down in sequence.

For assembling of a pointless ignition unit at the timing rod 2 b end atthe front of the engine, firstly fit a four bladed chopper over thetiming rod and secure with a circlip, fit an optical switch housingassembly taking care not to damage the cable connector from the opticalswitch, then place and secure the optical switch housing assembly withfour countersunk screws and star washers to the front casing plate 20 onthe front of the alternator/generator module 29.

Screw the power module to the front inner surface of the outercasing-making sure to connect the shielded earthing strap to the powermodule, coupling the ignition unit to the power module, feeding thepower module cables to the inner turret connector, connecting thealternator/generator cable to the inner turret. Finally bolt on thefront outer casing with the eighteen short bolts and spring washers, andtighten securely.

Bolt the engine lifting brackets to the top of the upper bough ends.

Note: When the engine is in situ bolt in the magnetic oil filter 14 andconnect the oil return system hose.

1. An alternator comprising a housing accommodating a plurality ofrotors, a common stator and, in use, a drive shaft for the rotors, saidalternator has no moveable bearings within the housing supporting thedrive shaft for the rotors and wherein the plurality of rotors withinthe alternator housing being mounted, in use, on the drive shaft androtating within the common stator, wherein the alternator is without anintegral drive shaft for the rotors, the alternator having a passagewaytherethrough, including through the rotor, to mount onto an existingdrive shaft, being mounted on the existing drive shaft, in use, and withthe drive shaft extending through the full width of the rotors, wherebythe rotors may be positioned at any of a number of chosen locationsalong the length of the drive shaft.
 2. An alternator as claimed inclaim 1, wherein the existing drive shaft is integral with or coupled toa motor such as, for example, the internal combustion engine of a car orother vehicle and the alternator housing is bolted, in use, to a rigidstructure or housing from which the existing drive shaft protrudes andby means of which the alternator is centred over the drive shaft.
 3. Analternator comprising a housing accommodating a plurality of rotors, acommon stator and, in use, a drive shaft for the rotors, said alternatorhas no moveable bearings within the housing supporting the drive shaftfor the rotors and wherein the plurality of rotors within the alternatorhousing being mounted, in use, on the drive shaft and rotating withinthe common stator, wherein there is a passageway through each rotorthrough which the drive shaft of the rotor extends through the fullwidth of the rotors and whereby the rotors may be positioned at any of anumber of chosen locations along the drive shaft.